Car-door lock



J. D.'McQUl STON. CAR DOOR LOCK.

APPLICATION FILED JUNE 4, 1921. 1,422,589, Patented July 11, 1922.

2 SHEETS-SHEET l.

J. D. McQUlSTON. CAR DOOR LOC'K.

APPLICATION FILED JUNE 4, 1921.

Patented July 11, 1922.

2 SHEETS-SHEET 2.

JOHN D. MIGQUISTON, OF SIOUX CITY, IOWA.

can-noon noon.

panacea.

Application filed June 4,

T 0 all whom it may concern.

Be it known that 1, JOHN D. MoQUIsTON, a citizen of the United States, residing. at Sioux City, in the county of lVoodburyand State of Iowa, have invented certain new and useful Improvements in Car-Door Locks; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to an improved lock which is especially designed for use in connection with car doors, the same having for its principal object to provide a novel device of this class which is operated by means 0t fluid pressure, is automatic iii-operation,

and prevents the door from being opened from either the interior or exterior or" the car.

One of the principal objects of the invention is to generally improve upon locks of this class by the provision of one 0t extreme simplicity and durability which can be installed without requiring unnecessary alterations and changes or" the car body or door.

Another object of the invention is to provide a device of this class embodying means for temporarily locking the door in closed position when the car is lying idle on the track or at the warehouse, and to associate with this means other means operated on by the fluid pressure for permanently looking the door in closed position so long as the air is on and the car is coupled with the engine during the course of travel or at any other time.

A further object of the invention is to provide a locking device embodying the aforesaid means, wherein the air-controlled locking device serves to automatically render the temporary locking device inoperative and assist in retaining it in such position until the air is cut off.

Other objects and advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and in which like numerals are employed to. designate like parts throughout the same:

Figure 1 is a'side elevational view of a portion of a car body and door equipped with an improved locking device constructed in accordance with this invention.

Figure 2 is an enlarged vertical sectional Specification of Letters Patent.

Patented July Jill, 1922.

ing the permanent locking pin in operative position. 7

Figure 5 isalso a view like Fig. l but showing the remaining temporary locking pm in use.

Figures 6 and 7 are sectional views taken substantially on the planes of the lines 6-6 and 77 respectively of Fig. 2.

In the drawings, B designates a conven tional type of car body having a side opening therein closed by a door I) mounted in any suitable way. One of the vertical edges of this door abuts a relatively heavy vertical piece which constitutes a part or the door-frame. It is with this piece of the frame that my improved locking device is connected. device thereto, the piece F must be mortised in the manner shown.

The improved locking device comprises a casing or body 1 which'is fitted in the mortised portion of the piece F, being screwed,

bolted or otherwise secured permanently thereto. At this point, it may be stated that the piece F of thedoor-trame in addition to having the mortise formed therein has a bore formed therein through which a vertically disposed portion of the train pipe P is extended, the extreme upper end of this pipe being extended into the mortise as shown and serving a purpose to be hereinatter described. The casing 1 has a central vertically disposed bore 2 formed therein and this bore is intersected at its center by a transverse opening 3 through which the hasp l which is secured on the door D is projected in order to have'its opening register with said bore. The latter if desired may be increased slightly in diameter at its lower end as shown to provide a shoulder 5 for a purpose to be later made apparent.

It is to be noted that the opening 3 extends:

In order to connect the locking shocks. It may be stated here that the aforesaid bore 2 is open at its lower end to permit the extended end of the train pipe to project into the same as shown, thus enabling this extended portion of the pipe to serve a purpose as will be seen during the course of the-following description.

' It has been before indicated that my improved device embodies means for temporarily locking the door in closed position while the train is standing idle on the track or just after the car'has been loaded at the warehouse and is about to be coupled with the engine for a trip. 1 This means could, of course, be constructed in various ways, but by preference, it is in the form of a pin 7 which is arranged in the upper portion of the bore, that is, above the aforesaid opening 3. This pin has a reduced neck 8 and a substantially conical head 9 which provides a cam surface and provides at the juncture of the neck and head, a shoulder. An automatic spring catch designated as a whole by the numeral 10 co-operates with this shoulder and inclined surface of the head 9 and serves to normally hold the looking pin 7 in inoperative position. After the pin 7 has been rendered operative and is moved vertically, the inclined cam surface of the head 9 engages the spring catch 10 and forces the latter to ineffective position until it is again engaged with the shoulder mentioned. It may be stated here that the spring catch may be provided with an attaching eye to which a suitable operating device (not shown) such as a cord or the like may be connected. It is obvious that with this construction, when the catch 10 is disengaged from the locking pin 7, the latter drops by gravity until it passes through the opening in the hasp 4 thus retaining the latter in operative position and preventing opening of the door. I

' In addition to the. aforesaid temporary locking device, I make use of a second pin 11 which is arranged in the lower portion of the aforesaid bore 2 in the casing, being provided onits lower end with a head 12 engageable with the aforesaid shoulder 5 at one time and designed to rest on the upper extremity of the train pipe P when it is inoperative. This head and shoulder serve to limit the upward sliding movement of this pin. By employing this pin, it will be seen that when pressure is exerted against the head, the pin 11 will be moved vertically and its upper end projected through the opening in the hasp l and the parts will remain in this position as long as the air is on. Hence, this pin may be referred to as the permanent locking device while the other pin 7 may be referred to as the temporary locking device. As long as the air is on, it will be practically impossible to open the door D. It may also be pointed out here in the position shown in Fig. 2, thus allowing this pin to slide downwardly in the bore under the influence. of its own weight. In so doing, it passes through the opening in the hasp a and locks the door against opening for the time being. A soon as the car is placed in the trainline for a lengthy trip and it is desired to lock the doorv closed during such time, it will be seen that as soon as the fluid passing through the train pipe P is exerted against the pin 11, the latter is moved vertically in the bore until it passes through the opening in the hasp and takes the place of the pin 7 which was previously operative. At the same time, it moves this-pin vertically until it is automatically engaged by the spring catch 10. As soon as the air is cut off, the pin 11, like the pin 7, moves downwardly under the influence of its weight and becomes inoperative. Both pins are then inoperative and it is possible to open the door at pleasure.

By carefully considering the foregoing description in connection with the drawings, persons familiar with devices of this class will doubtless be able to obtain a clear understanding of the. invention. In view of this, a more lengthy and detailed description is thought unnecessary.

It is understood that within the scope of the invention, minor changes in shape and size may be resorted to if desired.

. I claim:

1. A car door lock comprising a casing for permanent connection'to the car body, a hasp for connection to the door, a temporary locking device in said casing for cooperation with the hasp, means for retaining said device in inoperative position, and a second fluid operated permanent locking device also designed for co-operation with the hasp, said second device serving to automatically move said first device to inoperative position when said second device is rendered operative.

2. A car door lock comprising a casing having a bore therein and a transverse opening intersecting said bore, a temporary gravity actuated locking pin slidable in said bore, said pin having a reduced neck and a substantially conical head providing a ing, the same extending into said bore and engaging said shoulder so as to hold said locking pin in inoperative position, a hasp designed to be projected through the aforesaid opening so that the pin may be engaged with it, and a permanent fluid operated locking device co-operable with said hasp and pin to render the latter inoperative as described.

3. A locking device for car doors c0mpris ing a casing for permanent connection to the door frame, said casing having a vertical bore therein intersected at its center by a transverse opening, a hasp projectible through the latter into the bore, being de- In testimony whereof I have hereunto set 25 my hand.

JOHN D. MOQUISTON. 

